awarded to

Vol.7 ISSUE 34 2008
www.incat.com.au
the MAGAZINE
US Joint High Speed Vessel
Preliminary Design Contrac
Contract
AWARDED TO
INCAT & Revolution Design
ITM
INCAT the MAGAZINE
ISSUE 34/MARCH 2008
EDITOR:
Editor’s Page
5
Clifford’s Column
6
Justin Merrigan, Judy Benson, Karyn Anderson
065 Update
6
ADVERTISING:
World News
Kim Clifford - [email protected]
EDITORIAL:
Kim Clifford, Karyn Anderson
DESIGN:
Bettina Bomford - Senior Designer
Abbey Doggett - Graphic Artist
VESSEL MODELS:
Gordon Stewart
CONTACT:
AUSTRALIA
Incat the Magazine
18 Bender Drive
Hobart, Tasmania 7009, Australia
Tel:
+61 3 6273 0677
Fax:
+61 3 6273 0932
Email: [email protected]
Outline of the corresponding bow section on
112m Wave Piercing Catamaran
Increasing the bow
clearance results in a
24% reduction in the
bow impact load
Improving the bow
flare angle results in a
further 21% reduction
in the fore body side
Impact loads
AMERICA
Bollinger / Incat USA
P O Box 250
8365 Highway 308 South
Lockport LA 70374 USA
Tel:
Fax:
+1 985 532 2554
+1 985 532 7225
PRINTER: Print Applied Technology Pty Ltd
Balearia
Balearia goes for Growth
10 - 13
Sea Keeping
The Holy Grail of High Speed Ships
14 - 19
Centa
20 - 23
Balearic Islands
24 - 26
JHSV
Joint High Speed Vessel Update
28 - 30
Where are they now?
Cat-Link V - 049
33
Ships in Service
34
JHSV
SEAKEEPING
EUROPE
Incat Europe ApS
Dr. Tvaergade 8B
DK1302 Copenhagen K, Denmark
Tel:
+45 3314 5075
Fax:
+45 3314 5079
Email: [email protected]
7 - 8
BALEARIC ISLANDS
HSV-X1 Joint Venture
INSIDEITM
Incat the Magazine, first published in 1999, is produced by Incat
Australia Pty Ltd. Incat high speed catamarans, the world’s fastest
vehicle and passenger ferries are constructed at Prince of Wales
Bay, Hobart and are crewed and maintained in service by over 3000
personnel around the world.
Incat
THE Magazine
Issue 34
3
The year of the Rat - the first sign of the Chinese zodiac begins
on February 7. I’m told those born in this year are clever, ambitious,
creative, hard-working, fastidious, charming and sociable, but can be
a bit stingy when it comes to sharing their wealth or possessions.
For those looking for romance, Rats are compatible with Dragons,
Monkeys and Oxen, but should avoid Horses at all costs!
China - On the 8th August, the
Chinese capital Beijing will host the
Games of the XXIX Olympiad –
One World One Dream. There are
28 sports on the program with over
10,000 athletes from around the
globe competing.
Happy Blue Year - Leading colour
supplier Pantone, have declared Blue Iris
as their signature colour. The blue is a
radiant, calming hue, dark, but not dark
enough to be in the realm of navy.
PANTONE
Blue Iris 18-3943
Tokyo - Japan will host the summit of
the Group of Eight nations. Japan will assume the G8 Presidency for
the fifth time and will hold the Summit at Toyo Lake in Hokkaido. It
has been suggested that our own Natchan Rera (Hull 064) may play
an active role during this period.
XXIII World Youth Day - Sydney will host the largest youth
event in the world in July. Organized by the Catholic Church, it will be
the first visit of His Holiness Pope Benedict XVI to Australia
The United Nations Headquarters - has declared that it
will be the International Year of the Potato. It will highlight agriculture
in general, addressing issues of global concern, including hunger,
poverty and threats to the environment
Year of the Frog - AArk - Amphibian Ark will lead zoos,
botanical gardens and aquariums in a globally coordinated campaign
for public awareness and understanding
of the amphibian extinction crisis
which represents the greatest species
conservation challenge in the history of
humanity.
That is just some of what 2008 is going to be all about. So, wherever
you are this New Year have a happy and successful one.
EDITOR- Kim Clifford
I love a New Year a time for family, for
reunions, for taking
stock, for looking back
and looking forward.
2007 was a good year for Incat but, you know
what, 2008 will be even better.
In 2008 we’re going to keep up the momentum
and keep the shipyard moving forward. If 2007 is
remembered as a year of significant achievement
in the launch of the first 112m, then 2008 will
be a year of continued product improvement and
technology advancements.
As 2008 is a leap year, it will be made up of
366 days. There’ll be 1440 minutes in each of
these days, or 86,400 seconds. Which aren’t
many really, especially if you have a boat to
deliver by the second week of April!
The year, in total, will provide you with a
wondrous 8784 hours, and if you’re one of the
lucky ones who gets eight hours sleep, that figure
will be reduced by 2928. This leaves a grand
total of 5856 productive hours. How many will
be spent at Incat? – probably not as many as our
boss would like!
Incat
THE Magazine
EDITORS report kim clifford 2008
So what’s 2008 all about…
Issue 34
5
065UPDATE
Robert CLIFFORD
Incat Chairman
C L IF FO RD’ S
O
L
U
M
N
The forward end of Hull 065, with
closing up on the open spaces
underway. The centre bow is fitted and
awaiting the nose cone.
The US Military call for eight vessels to serve
with Army and Navy, plus US Military Sealift
Command’s call for freight capable fast ships is
further reason to rejoice.
Closing-up work is well underway at
the forward end of the Tier 2 vehicle
deck and Tier 3 main passenger deck.
Above, the wheelhouse is clearly
visible sitting atop Tier 4.
They add to the increasing requests and
enquiries from the commercial sector.
Unfortunately the world wide shortage of
Nose cone being offered.
skilled tradespersons is cause to temper any
celebration.
Shipbuilding skills for high speed ships are not
learnt overnight, a fact well known to many
who have tried in vain to successfully build fast
lightweight ships.
Easily identifiable as the new sister
craft to Natchan Rera, Hull 065 takes
shape inside Incat’s giant building hall.
Capable shipyards world-wide can be counted
on one hand, and try as we collectively do,
it is becoming increasingly difficult to advance
the skilled numbers to match the projected
market needs.
Looking forward along the Tier 1 main
vehicle deck, before closing up of the
craft’s bow.
This may appear fine for shipbuilders
keeping orderbooks full, but shipowners will
not be happy to have to wait several years
for new ships.
The starboard hull’s twin waterjets.
Some won’t wait, some may leave the
market and some will persist in operating old
uneconomic ships, others will be tempted to
go to inexperienced novice shipbuilders. A true
danger that history points out caused much
heartache in the late 90’s when shipowners
were convinced, in their ignorance, to buy from
inexperienced first time builders.
6
Incat
THE Magazine
Issue 34
key dates
18 January:
3rd February:
7 February:
18 February:
3 April:
Lower exhaust module positioned
Nose cone
Flood dock
Launch
Sea trials commence
WORLD
NEWS
www.incat.com.au
HSV2 Swift crew repair a Pirata
bouy for the National Oceanic
and Atmospheric Administration
(NOAA). Fixing these bouys
is part of Swift’s mission for
the Africa Partnership Station
(APS) to help the NOAA collect
weather data that may help
predict hurricanes and other
inclement weather. © US Navy
Swift Deploys to Join Africa
Partnership Station Initiative
Fjord Line and Master Ferries merger
Master Ferries, owners of the 91 metre Master Cat (Hull 049), has merged
with Fjord Line, to form one larger company for an offensive strategy on the ferry market
between Norway and Denmark.
While it is Fjord Line which is taking over Master Ferries, the shareholders in the latter
continues with its ownership of the company. It is now the intention that the new-look Fjord
Line will be publicly quoted on the stock exchange in 2009.
Ingvald Fardal, who has extensive experience from similar operations and other transportation
companies, started as managing director in Fjord Lines in October 2007. He carries on as
managing director in the new company with Øystein Glad from Master Ferries as director for
the route between Kristiansand and Hanstholm. Svein Ege and Gert Balling from Fjord Line
continues as respectively finance director and director for the operation in Denmark.
Master Ferries brings the Master Cat to Fjord Lines, continuing its summer operation between
Kristiansand and Hanstholm. Being among the fastest ferries in the world , the Master Cat,
now named Fjord Cat, only takes two hours to do the crossing, which is much faster than the
competitor’s conventional ferry.
The High Speed Vessel (HSV) 2 Swift (Hull 061) started 2008 by heading for the west
coast of Africa to join the US Navy’s Global Fleet Station (GFS), Africa Partnership Station
(APS) initiative.
Teamed with the dock landing ship USS Fort McHenry (LSD 43) the Swift embarked
Commander Task Group 60.4, from Naples, Italy, already on station, to take part in the
first GFS APS initiative.
“In a nutshell, we’ll be trying to develop stronger maritime security ties,” said Commander
Charles Rock, commanding officer of Swift’s Ingleside, Texas crew. “We’re loaded with
humanitarian assistance, food and aid donated by non-governmental organisations, so we’ll
be delivering a lot of good will.”
APS is a US Naval Forces Europe-led initiative, executed by a multi-national staff aboard the
Fort McHenry and Swift. Training teams from various US and European military commands,
as well as governmental and non-governmental organizations work together to enhance
cooperative partnerships with regional maritime services in West and Central Africa and the
Gulf during the deployment.
The Swift joined the Fort McHenry in the Gulf of Guinea and on 28th January sailed into
Lome, as the first US Navy ship to visit Togo in 15 years.
“We’re a unique ship, different than any other I’ve served on. Because of that, we can get
into ports that other ships can’t. I just think the opportunity to visit a country like Togo is
extremely unique,” Cmdr. Rock said.
Prior to the merger, Fjord Line held a market share of 3% of the total passenger traffic
between Norway and foreign countries while Master Ferries held 4%. Total turnover in the
This is not the first time the Swift has served as an enabling platform for the GFS initiative.
In 2007 she visited seven Latin American and Caribbean nations, teaching partner-nation
new company is estimated to be around NKR 380 million in 2008.
counterparts everything from knot tying to maritime law enforcement.
Incat
THE Magazine
Issue 34
7
WORLD NEWS
Bay Ferries Celebrates 10 Years of The Cat!
©Capt Cyrille Fabry
Brittany Ferries’ Normandie Express atop Cherbourg’s syncrolift for annual refit
Burgess Marine Supports
Eight Incat Vessels During
2007/2008 Refit Season
The Cat, in service across Canada’s Bay of Fundy
May this year makes the tenth anniversary of high speed ferry services across the Bay of Fundy between Yarmouth and
Dover-based Burgess Marine was pleased to secure work on
Bar Harbor. Replacing Bay Ferries’ venerable Bluenose the Incat 91 metre Incat 046, trading as “The Cat”, was North
eight Incat vessels for refit this season.
America’s first high-speed ferry.
The company directly managed five major refits in the UK and
By 2002, traffic levels demanded a capacity increase and so Bay Ferries returned to Incat for the solution, a new 98
one in France, and supported a further two overseas dockings;
metre Wave Piercing Catamaran to replace the smaller vessel. The most technologically advanced ferry in the North
one in the United States, the other in the Middle East.
Atlantic, the new The Cat (Hull 059) operated a six-month schedule, from May till October and this allowed the craft to
operate an opposing service on charter to other operators; in the Bahamas in the 2003-2004 season, and more recently
Burgess Marine Director Nicholas Warren said it was a great
between Trinidad and Tobago on a three year agreement..
achievement for all involved. “As a business we’ve worked
really hard to develop not only our relationship with the
In 2006, The Cat began making runs from Portland to Yarmouth on weekends when the Scotia Prince, a conventional
respective vessels’ owners but also with Incat and our key
ferry run by a competitor, ceased operations form that port.
suppliers and partners. Incat’s support has been both critical
The crossing from Yarmouth to Bar Harbor offers an alternative to driving around from Nova Scotia to Maine. The Cat
runs at speeds of up to 40 knots, completing the Bar Harbor crossing in just two hours and 45 minutes.
and greatly appreciated; with both parties working together we
managed to secure works on eight vessels. We’re really proud
of what’s been achieved so far and are looking forward to the
year ahead.” Mr Warren said.
Trinidad & Tobago Rides a Wave of Success
Both the Condor Ferries fleet (Hull no’s 030, 042 and 044)
and SpeedFerries SpeedOne (Hull 045) were refitted with
the full support of FSL in Portsmouth. Brittany Ferries’
A record 744,000 people travelled between Tobago and Trinidad on Incat-built fast ferries during the first ten months of
Normandie Express (Hull 057) was successfully dry-docked on
2007. As Incat the Magazine went to press, Port Authority officials were confident that another 100,000 would be added
the Syncrolift in Cherbourg. Simultaneously Burgess Marine
to that figure before the end of the year.
supported Bay Ferries (Hull 046) and El Salam Maritime (Hull
Tourism Secretary Neil Wilson said that the record usage of the seabridge was achieved although the T&T Spirit (Hull 060)
did not come into service until July 2007 and the T&T Express (Hull 046) was on its annual dry-docking for a month.
The new ferry terminal at the Port of Spain port, which was put into use in November has eased the congestion experienced
by travellers at the old terminal nearby. The new $18 million facility is home to 11,000 square feet of commercial space
and improved facilities including enhanced ticketing outlets, a more efficient baggage check-in area, the addition of
information points and a call centre, as well as superior access with lift capacity for 21 people and boarding facilities for
wheelchair-bound passengers.
8
Incat
THE Magazine
Issue 34
034) during their respective dockings in Carolina and Jeddah.
An eighth vessel was added in the form of HD Ferries’ HD1
(ex-K3, Hull NF08).
Burgess Marine offers complete support and assistance package,
available 24hours a day, 365 days a year, in respect to both
Incat built vessels and MAN engines.
Baleària
Goes for
Growth!
Justin Merrigan
Jaume III
10
Incat
THE Magazine
Issue 34
This year marks the tenth anniversary of Spanish ferry operator
Baleària and what better way to celebrate than positioned
as the leader in marine transport in terms of traffic to and
from the Balearic Islands and interislands. Not only that, but
following the acquisition of Buquebus España the company
strives ahead in 2008 by fully expanding into the competitive
Straits of Gibraltar market.
Driven by a group of executives and captains from the former
shipping company Flebasa, Eurolinies Maritimes was launched
in July 1998 under the brand Baleària. Adolfo Utor Martinez
was nominated president of the new company and under his
guiding hand the company outlined an extensive action and
modernisation plan for its fleet, with a very clear focus on the
latest generation of high speed ships then available.
Initially the company operated the Denia-Ibiza-Palma,
Ibiza-Formentera, Ibiza-Palma and Denia-Ibiza routes, but
expansion soon came and in June 2000 the Valencia-Palma
link was added to the network.
Baleària’s pledge to provide its customers with maximum
comfort in the shortest possible time started in July 2001,
incorporating the new fast ferry Federico Garcia Lorca
into its fleet. This ship represented a revolution for the
company, linking the islands to mainland Spain in just
two hours. This revolution has since been consolidated
thanks to important investments in the most innovative
and competitive naval technology and effective strategies,
which have permitted the fleet to continually expand and
progressively open new lines.
The fundamental goal of Baleària is to act as a bridge between
In July 2002 another route was introduced, that between
the Balearic Islands and mainland Spain. This represents a
Alcudia and Mahon and three months later the Rodriquez-
commitment with the islands which has resulted in the opening
built high-speed ferry Ramon Llull was launched. But even
of new lines and introduction of new ships until attaining its
greater expansion beckoned on the western horizon.
current position as the only shipping company which joins all
four Balearic Islands with mainland Spain, as well as providing
daily links between them. As such, their routes meet the needs
of both tourist and island residents alike, the services seen as a
comfortable, reliable and competitive means of transport, both
for travelling between islands and for trips to mainland Spain.
Locally, it is easy to see Baleària’s clientele values the frequency
and punctuality of the services - a timetable which adapts to
their needs and good quality service at the best price. Each
year Baleària transports over 2 million passengers, more than
half those travelling by sea to the Balearics travelling on a
Baleària vessel.
Taking Baleària to the Straits
At the beginning of 2003, Baleària created the Nautas
Al-Maghreb company for a new route between the
Moroccan city of Tangier and Algeciras, located in the
extreme south of the Iberian Peninsula, and two years later
the company took delivery of its first Incat craft, the 78
metre Incat 033. In collaboration with a public television
program broadcast by the Catalonian TV3 the craft was
christened Jaume I by her new owners. Viewers of the
program El Favorit were asked to choose their favourite
historical figure from Catalonia and the person chosen was
Fast Ferries at Barcelona Ramon Lllull and Jaume I (Hull 033)
Incat
THE Magazine
Issue 34
11
the XIII Century king responsible for the significant expansion
their arrival has enabled Baleària to considerably strengthen its
of Catalonia, including the conquering of the Arabs controlling
profile. The charter of these new ships is all part of Baleària’s
the Balearic Islands of Majorca and Ibiza.
fleet plan, which also includes the construction of another six
Entering service between Barcelona and Palma de Mallorca
ships at an investment of around 300 million euros.
as Jaume I it soon became apparent that her capacity would
In 2008 it is projected that Baleària’s expansion will continue
be ideal on the Gibraltar Strait and in October that year she
by way of taking over management of the ferry division of
was moved westwards. Two more Incat vessels were acquired
Comanav, the Moroccan shipping company privatised in 2007.
in 2006, the 81 metre craft built as Condor 12 and Incat 041.
This company operates ferry routes departing from the main
The vessels were renamed Jaume II and Jaume III respectively,
Moroccan ports (Tangier, Alhucemas and Nador) to Algeciras
two kings from the same Catalonian dynastic house. Joining
and Almeria, in Spain, to Sète, in France, and to Genes, in
their smaller sister, together they make up the “serie Jaume”
Italy. The entrance of Baleària into this market is the result of a
or Jaume series. All three are now operating the Straits of
joint venture with CMA-CGM, one of the main maritime
Gibraltar routes, where service is provided from Algeciras to
operators worldwide.
Ceuta (Spanish city located in North Africa) as well as Tangier.
In what is known as “Operación Paso de Estrecho” (Operation
Strait Crossing), when hundreds of thousands of Moroccan
citizens residing in Europe travel to their country of origin, the
Incat “serie Jaume” vessels operate non-stop 24 hours a day,
with short breaks for maintenance operations. There are two
crews with rotating shifts commanding each ferry.
Hungry for Expansion!
Baleària’s position in the Straits of Gibraltar was
further strengthened in 2007 with the purchase of
rival operator Buquebus España and as a result,
traffic forecasts predict that in 2008 the company
will provide services to 4 million customers. Spain’s
council of ministers approved the takeover on 14
September, after Spain’s competition authority, the
Tribunal en Defensa de la Competencia had given
the green light to Balearia’s aspirations. With the
purchase of Buquebus came Baleària’s fourth Incat
ferry, the 74 metre Patricia Olivia.
While significant growth was taking place in the
high speed business, Baleària has also been careful
to make investment across its fleet of conventional
ferries. In 2003 the company bought the shipping
interests of the Matutes group which previously
traded as Umafisa. One happy consequence of this
move was the reuniting of the Jaume I with the Isla
de Botafoc – both vessels having partnered each
other for Stena Line on the Irish Sea as Stena Sea
Lynx II and Stena Cambria respectively!
More recently Baleària increased its services
through the addition of the Ro-Pax ferries Borja
and Borja Dos on the routes to Palma de Mallorca
from Barcelona and Valencia. These are the highest
capacity vessels operating routes to the Islands and
12
Incat
THE Magazine
Issue 34
With such investment and vision Baleària is well placed in
the European ferry industry. And while it can accredit many
factors for its success, the company is quick to point out that
this growth was made possible thanks to the effort of its staff
of approximately 1,000 employees, a team committed to the
company and its mission.
The Borja operating between Barcelona and Palma
Jaume 1 leaving Barcelona
Isla de Botafoc
Baleària is proud of its commitment to society, and
especially to the cultural and environmental future.
The fight against climate change, a global challenge,
is one of Baleària’s objectives. This objective is met
through compliance will all environmental regulations
and guidelines, even before they come into force;
specific actions taken in collaboration with universities,
government bodies and ecologist groups and a R&D&I
program for the construction of new vessels prioritizing
the optimization of energy resources.
On board Borja
Quality Compliance
Providing a quality service which satisfies the needs and
expectations of customers is the key to Baleària’s success.
The ISO 9001:2000 certification includes analysis tools,
such as the European form for consumer complaints, which
permit the company to track customers´ satisfaction and to
anticipate future needs.
Baleària also shows a commitment to the environment.
The company is aware of the need to preserve the physical
balance of the Mediterranean Sea and their commitment
to the environment goes beyond the requirements of
international treaties.
The company has its own quality standards regarding the
collection and treatment of oil waste. Each year over 500
tonnes of such waste is collected from the fleet, treated
and later recycled.
Incat
THE Magazine
Issue 34
13
The HOLY GRAIL
of High Speed Ferries!
In Search of Speed, Efficiency and Passenger Comfort
Speed and deadweight have traditionally been the subject of passionate discussion in the High Speed
Craft (HSC) industry, but sea keeping is the new hot topic among operators and observers alike.
The effect of size and hull separation on a catamaran’s sea keeping is significant; greater size and
increased hull separation decreasing vessel motions and accelerations. However, it is often suggested
that increased hull separation increases Metacentric Height (GM) and motions. Here, we dispel that
myth for Wave Piercing Catamaran designs where GM increases but so do roll inertia, virtual roll inertia
and roll damping leading to a reduction in motions at increased hull separation.
The use of GM alone is only applicable to calculate roll motions for monohull type vessels and is not
applicable to multi-hulls.
It has been found that the Incat 112 metre Wave Piercing Catamaran (WPC) delivers significant
improvements in sea keeping over smaller Incat vessels and this can be related to the increased hull
separation (overall beam), increased length and vessel mass. Additionally the 112 metre WPC’s increase
in tunnel clearance and arch shape provides significant improvements, making the vessel ideal for those
longer and more exposed sea crossings.
The 96 and 98 metre WPCs carry an impressive 500 tonne at 40 knots. The 112 metre WPC’s efficiency
is uncontested amongst its competitors with its ability to carry 1000 tonnes deadweight (DWT) at
40 knots.
Gary Davidson, Tim Roberts, July 2007
The selection of a High Speed Craft should not depend on perceived sea keeping benefits but on
speed, efficiency, operating costs and actual passenger comfort. A speed and deadweight target for
HSC has long been 40 knots with 1000 tonnes deadweight. Revolution Design/Incat set out to achieve
this virtual Holy Grail for HSC and the current 112 metre WPC design is the result of over five years
research and development. Today, a speed of 40 knots and 1000 tonnes DWT is possible depending on
the hull and cabin arrangement.
14
Some areas of industry discussion wrongly suggest that catamarans are not conducive to good sea
keeping. Comparisons have generally compared a 26% greater waterline length (LWL) and 14% greater
beam vessel against the 96 metre WPC. Other comparisons have been published but with insufficient
information on the catamaran vessel to understand why there is such a difference.
Generally most of this discussion suggests that catamaran motions are similar to monohull and monohull
type vessels in head seas, but are poor in beam seas. In service experience shows improvements in seasickness rates of the 96 and 98 metre WPCs over smaller vessels. This is a good result for the 112 metre
WPC. Being a much longer, wider and heavier vessel, the sea keeping is similarly improved but with
greater efficiency than any competitor
competitor.
Incat
THE Magazine
Issue 34
SPEED AND
EFFICIENCY
To increase the speed of a vessel the length to breadth (L/B) ratio must be increased to reduce the wave making resistance,
Dubrovsky, (2001). For a monohull this means a very long length or the stability of the vessel will be compromised. The
Pentamaran, Dudson, (2001) and the Austal Trimaran, Armstrong, (2003) have been designed to overcome this limitation by
providing outriggers to a monohull to provide the necessary stability while reducing L/B to an appropriate figure. The L/B of
each hull of the catamaran is restricted only by the size of the waterjet. On a catamaran, with its two waterjets per hull, it is
easier to achieve a high L/B for each hull whereas the stabilised monohull must have three or four waterjets. An un-stabilised
monohull would not be able to achieve the same L/B ratio unless it was very long. The disadvantage of length in this respect
is that the vessel lightship weight could become unreasonable and the vessel may not be practical for some of the ports
HSC use.
In general a high speed catamaran has shorter length than an equivalent monohull or stabilised monohull. Equivalence here
means similar speed and carrying capacity. For commercial operations in today’s economic climate the efficiency of the
vessel is very important. It can be seen that at equivalent payload and power, the vessel that can go faster should be the
most efficient. Catamarans and especially WPC designs have superior speed and efficiency.
MOTIONS
The predominant motions for most ships are
generally pitch, heave and roll.
3
Pitch is a rotation around a transverse axis and
results in the bow going up as the transom is
going down and vice versa. Heave is the whole
vessel going up or down evenly. Roll is the rotation
around a longitudinal axis with the port side going
down while the starboard goes up or vice versa.
2.5
2
1.5
A typical Response Amplitude Operator (RAO)
is shown in figure 1 and it can be seen that the
amplitude tends to peak at a certain encounter
period. In beam seas the encounter period is
equivalent to the wave period. In head seas the
encounter period decreases as the vessel goes
faster, since the vessel sees more waves the faster
it goes. At zero vessel speed the encounter period
would match the wave period but as the vessel
gains speed the encounter period decreases.
In following seas vessel speed increases the
encounter period or less waves are seen.
1
0.5
0
0
5
10
15
20
25
30
35
Wave Period, secs
40
45
50
55
Figure 1, Typical RAO, pitching motions, no ride control
8
It can be seen from the RAO in figure 1 that the
motion increases significantly at a certain wave
period seen by a large peak. The wave period
associated with the peak should be avoided
in operation. A change of heading and/or
speed can change that encounter period. The
wave encounter period is more important than
the wave height. A resonance is set up when
the vessel natural period matches that of the
encounter period.
7
6
5
4
3
2
1
0
50
100
150
200
Wave Length, m
Figure 2, wave slope per metre amplitude
250
300
As waves get longer the wave slope reduces, this
is intuitive, and a wave of 1m height at 40m length
has to be steeper than a wave of the same height
at 100 m length. Figure 2 plots the wave slope/
metre amplitude versus wave length. It can be
seen clearly that a ship that is in resonance with a
50 m wave is meeting a wave much steeper than
a vessel in resonance with a 100m wave.
Incat
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Issue 34
15
ROLL
It has been suggested that the sea keeping of a catamaran
is reliant on its transverse GM. This is a measure of a vessel’s
stability - the higher the value the greater the stability. In
monohull theory it can also be used as a measure of vessel
motions. Catamarans can have
GM ranging from 20 - 40 metres
depending on size whereas a
monohull GM can be as low as
4 metres.
Further, it has been suggested
that catamarans have high
accelerations in beam seas due
to their short roll period when
compared to the longer roll
period of a monohull.
Dubrosvsky, (2001) considers
a well designed catamaran
to have two to three times
less roll amplitude than an
equivalent monohull with equal
accelerations.
That is not the experience with WPCs; in fact it has always
been felt that catamarans roll much less than a similar size
monohull. Dubrosvsky, (2001) considers a well designed
catamaran to have two to three times less roll amplitude
than an equivalent monohull with equal accelerations.
Experience with monitoring of WPC has indicated that the
accelerations and motions in beam seas are more than
acceptable and are well within HSC code limits.
Exploring the concept of high GM, catamarans by their
nature have much higher GM values; hence their stability
is correspondingly higher. The natural period of a monohull
is generally calculated with reasonable accuracy by the
following formula;
T= 2
it would seem to indicate
hence higher accelerations.
does not account for is that
increases. The formula does
1.25I xx
∆g GM F
∆
g
GMF
= mass of ship
= gravity
= fluid metacentric height
Ixx
= roll moment of Inertia
(GM accounting for free surface effects)
a shorter roll period and
What the monohull theory
the added roll inertia also
not account for damping
forces which increase with
hull separation.
Dubrosvsky, (2001) states
that the wider the overall
beam of a multihull the
smaller the motions and
that a catamaran does not
roll like a monohull but that
each hull heaves up and
down. For catamarans he
xx considers the added roll
inertia to be equivalent to the heave value as opposed
F
to the roll value usually used for a monohull. For mono-hulls
in heave the added inertia is generally equivalent to the
∆ whereas
= mass
ship
actual inertia,
for rollof
is 25%.
T= 2
1.25I
∆g GM
g
= gravity
This formulaGM
shows that
the metacentric
natural roll period
increases
= fluid
height
F
with increasing overall beam which would provide a
(GM accounting for free surface effects)
subsequent decrease in acceleration levels. Accelerations
Ixx
= roll moment of Inertia
are proportional to the inverse of the period squared,
Martin, (1994).
T=
2 Boa
g
Fancescutto, (2000) tested models in beam seas and found
that an increase in hull separation decreased motions. He
found that only at small values of hull separation did the
response exhibit peak like behaviour similar to a monohull.
Wahab, (1971) tested models and found that roll response
decreased with increasing hull separation. He also found
that roll response was lower at forward speed than at zero
speed. Davis (2006) has found a decrease in roll motion
with increasing hull separation, figure 3 shows the peak like
behaviour disappearing at higher separation.
3
The 1.25 factor represents an approximation of the added
roll inertia, Lloyd (1998). Added roll inertia is assumed to
be 25% of actual inertia for a monohull vessel. Lloyd (1998)
recommends a natural roll period of between 10 to 20
seconds to ensure acceptable roll motions. To increase
the roll period to within these recommended values fluid
metacentric height (GMF) can be reduced or roll moment
of inertia (Ixx) increased. Reducing GMF is possible in a
monohull by raising the vertical centre of gravity. This is at
the expense of stability though so is not always possible. It is
more difficult in smaller vessels as these vessels usually have
high GM for their length, Martin, (1994).
T=
2 Boa
g
Catamarans do have high centre of gravity but due to their
hull separation also have high GM which is a function of
transverse second moment of waterplane area, so increasing
hull separation will generally increase this value. The benefit
of this is increased stability. If the monohull theory is followed
16
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Issue 34
S/L=0.2
2.5
S/L=0.24
2
S/L=0.28
S/L=0.4
1.5
S/L=0.5
1
0.5
0
0
2
4
6
8
10
Dimesionless encounter frequency
Figure 3, ROLL RAO IN BEAM SEAS AT 40kt:
NPLHULL FORM CATAMARAN (2500 tonnes, 102m length)
(Computed by BEAMSEA including sway motion),
S = hull spacing, l = waterline leng
English Channel
Studies were undertaken during the design of the
Incat 112 metre where the overall beam or hull
separation was decreased by 4 metres, increased
by 4 metres and 8 metres compared to the original.
The original was equivalent to the hull separation
on the 98 metre vessel. Referring to figures 4 & 5
some of the results of this study can be seen where
the motions and accelerations reduce significantly
with wider hull separation and increase significantly
with decreased separation. From the original hull
separation, (same as 98 metre) to the plus 4 metre
separation, (today’s 112 metre measurement) the
accelerations reduced 25%, DNV, (2000). In figure
4 it can be seen the period at which the peak
response occurs has also shifted, a higher period for
the increased hull separation.
Dubrovsky (2001) has also found that increasing hull
beam to draft ratio reduces roll motions. On the 112
metre the hull beam to draft ratio has increased
approximately 15%. The side effect of this is a
reduction in resistance.
Active ride control and viscous damping, Faltinsen,
(1993), is neglected in figures 4 & 5, the effect being
that motions would be expected to be even less in
reality at speed.
12
beam -4 m
20.00
orig
beam -4 m
15.00
beam +4 m
orig
beam +4 m
10.00
COG
5.00
beam +8 m
beam +8m
MPD
0.00
0
1
2
3
4
5
Hull Separation
Figure 5,
comparative accelerations at varying hull separation, no ride control,
COG is Centre of Gravity, and MPD is Main Passenger Deck.
LGC - Port
30
98m tab 1
25
112m tab 1
20
112m tab 2
15
10
5
0
0
45
90
135
180
Heading (Degrees)
Figure 6:
Simulation Comparison of INCAT Tasmania 98m and 112m Catamarans,
Jonswap Spectrum 7s 3m, 39 knots, fully laden. Tab RCS,
Motion Sickness Incidence (MSI) along Port side, 2 hour exposure.
In monohull theory, it is always thought that a higher
natural roll period gives the lower motions. When
looking at figure 2, which plots the wave slope versus
wave length, it can be seen why this may be the case the shorter the wave period the steeper the face of the
wave. Generally it is assumed that the vessel will roll no
more than the angle of the wave, Lloyd (1998), so the
higher the natural period the longer the wave that the
vessel reacts to, so the lower the roll angle.
NATURAL ROLL PERIOD
MDI (Maritime Dynamics Inc.) (2001) found significant
reductions in motions and accelerations in beam
seas for the 112 metre over the 98 metre. This would
seem to be from the increased hull separation and
the greater effectiveness of the ride control. The trim
tab has a greater aspect ratio on the 112 metre due
to the wider hulls and also greater lever arm due
to increased hull separation. Greater aspect ratio
equals greater lift. The MDI results vary depending
on wave height and period but reductions in roll
angle and Motion Sickness Incidence (MSI) are
generally in the region 25% to 35% but can be up to
50% depending on wave period and height. Refer
to figures 6, & 7, tab 1 for the 112 metre refers to
a tab similar to the 98 metre in aspect ratio. Tab 2
refers to a higher aspect ratio tab as fitted to the 112
metre in the final design.
25.00
The other advantage is that longer waves are statistically
less likely to occur hence the resonance will occur less
frequently. So for catamarans and other multi-hulls it
would be important to increase the natural period in
roll, this can be done by increasing the hull separation,
Dubrovsky, (2001), Francescutto, (2000).
LGC
40
Minus 4
10
Original
Plus 4
8
98m tab 1
112m tab 1
30
Plus 8
112m tab 2
20
6
10
4
0
2
0
0
45
90
135
180
Heading (Degrees)
0
5
10
15
20
25
Wave Length, m
Figure 4, Comparison of results for variation in hull separation, no ride control
Figure 7:
Simulation Comparison of INCAT Tasmania 98m and 112m
Catamarans. Jonswap Spectrum 8s 4m, 38 knots, fully Laden. Tab
RCS, Motion Sickness Incidence (MSI) along Centreline, 2 hour exposure.
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THE Magazine
Issue 34
17
PITCHING/SLAMMING
TUNNEL HEIGHT
Tunnel height or clearance is thought to be the most
important factor to reduce slamming that arises from
pitching motions; other factors are longitudinal stability,
ship length vs. wave length, block and prismatic
coefficients and foils. An increase in tunnel height
twofold can reduce accelerations by 4-5 times,
Dubrovsky (2001).
Outline of the corresponding bow section on
112m Wave Piercing Catamaran
Davis, (2006) created drop test experiments with varying
shapes of centre bow and found that the shape of the
centre bow is critical to impact pressures. A shape more
similar to the 112m shape reduced impact pressures
by 50% compared to the 96m shape. This is expected
to translate into significant reductions in accelerations
during slamming events.
flare angle results in a
further 21% reduction
in the fore body side
Impact loads
Although it is desirable to increase the tunnel clearance
to reduce slamming loads, practically it may not be
so, e.g., raising the tunnel clearance means increasing
the freeboard making it much more difficult (cost and
weight) to construct ramps down to low wharves or
pontoons. Safety in following seas may be compromised
if the tunnel clearance is excessive. The increase in
tunnel clearance may also unnecessarily increase
structural weight.
A compromise reached with the 112 metre design was
to increase the tunnel height forward only; the shoulder
area of the centre bow being lifted significantly, as
shown in Figures 8 & 9, while the centre-line area was left
relatively close to the water to ensure early immersion
and subsequent damping and motion control. Part of
the flat cross structure aft of the centre bow was also
raised in the process. Shaping of the centre bow shoulder
Increasing the bow
clearance results in a
24% reduction in the
bow impact load
Improving the bow
HSV-X1 Joint Venture
FIGURE 8. Comparison of tunnel clearance between 96m and 112m
vessels, HSV-X1 is a 96m vessel.
area was also done to eliminate flat surfaces, which can
produce very high accelerations and pressures. The 96
metre series of vessels have very low tunnel clearance and
very flat surfaces. The 98 metre being the ‘Evolution’ has
been totally re-shaped in that area to reduce flat surfaces
and increase tunnel clearance in the shoulder area.
Compared to the 98 metre, MDI (2001) found that in head
or bow quartering seas MSI for the 112 metre reduced
between 10 and 20% depending on the wave period and
sea state. Refer to figures 6 & 7.
LENGTH
It can be seen that length (size) has a significant effect
on motions especially in the smaller to medium size range
between 500 and 2000 tonnes, refer to figure 10. This is
similar to what Lloyd (1998) found where accelerations
reduce rapidly with length increase in the smaller vessels
and reduce less rapidly at greater lengths. For example
from LWL 86 metre to 115 metre, rms accelerations
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Issue 34
reduced 40%, whereas from LWL 250 metre to 300 metre, rms
acceleration only reduces 10% Lloyd, (1998). The 86 metre
LWL is significant in that it represents a 96 metre WPC and the
115 metre LWL represents a larger competitor.
VESSEL C.L.
Most discussion suggests that a longer vessel will reduce
motions. A vessel of infinite length will never respond
to a wave, every wave will be shorter than it is and a
wave of infinite length would have infinitely small or
zero steepness. But an infinitely small length ship will
respond to every wave it meets as every wave is longer
that itself. A very small length wave is very steep so
the infinitely small ship will simply follow the very steep
wave profile with worst case motions. As the vessel
and equivalent wave length is increased the wave
steepness is reducing. It can be seen from figure 2 the
wave steepness reduces more rapidly for the shorter
lengths hence the high reduction in motions for vessels
in that length. Steep long waves are less likely to occur
statistically and practically at a certain steepness the
wave will break limiting its maximum steepness.
1900t @ 3116 W.L FOR #112m
1427t @ 3416 W.L FOR #061
FIGURE 9. Comparison of tunnel clearance between 98m and 112m vessels
RIDE CONTROL
Sclavounos, (2003) has found that ride control can be very
effective in eliminating resonant peaks in heave and reducing
resonant peaks significantly in pitch. Higher speed and higher
aspect ratio of ride control surfaces increase the effectiveness
of ride control significantly.
The 112 metre simulations from MDI (2001) predict improvements
with the higher aspect ratio trim tabs fitted due to the wider
hull beam and improvements from the new higher aspect
T-foil similarly.
CONCLUSIONS
Vessel is operating at or near its resonance period. When at
resonance the waves do not need a lot of energy to create
vessel motion so the ride control is most effective as less energy
is required to control that motion. Dubrovsky (2001) found that
pitching motions can reduce significantly with a bow foil with
accelerations reduced by up to 30% with the correct location
and area of foils.
Sea keeping is heavily dependant on
the size of the vessel; length, beam and
weight are crucial parameters. A wider,
longer vessel will generally have improved
sea-keeping compared to the shorter,
narrower vessel. The improvement in seakeeping given the right sea state could be
significant, in fact in the right conditions
motions could reduce to insignificance if
the vessel operates in wave periods outside
of its own natural periods. Ride control is
very effective in reducing the peak motions
especially in resonant conditions. Motions
can be reduced generally by 20% with
active ride control but up to 50% depending
60
500 tonnes
(%)
on sea state.
1000 tonnes
50
2000 tonnes
40
5000 tonnes
The 112 metre WPC when compared to
30
10000 tonnes
the 96 metre and 98 metre WPC can offer
20000 tonnes
20
improvements of at least 25% but up to 50%
10
depending on sea state.
0
0
5
10
15
20
25
The
wider
hull
separation,
although
increasing GM (and stability), does not
Vessel speed (m/s)
lead to an increase in motions but in fact
(a) Monohull vessels
reduces motions and quite significantly in
1000 tonnes
60
2000 tonnes
50
The WPC platform allows for optimisation
5000 tonnes
of the demi-hull shape for maximum
10000 tonnes
40
(%)
the right conditions.
500 tonnes
70
efficiency. The 112 metre WPC can carry
20000 tonnes
30
500 tonnes of deadweight at 40 knots at
20
only 85% MCR. The vessel can also carry
10
1000 tonnes at 40 knots depending on
0
0
5
10
15
Vessel speed (m/s)
20
25
hull and superstructure configuration, this
is well in excess of any of our competitors.
(b) Catamaran vessels, shortest LWL for a given Displacement
1500 tonnes of deadweight at medium
speed is also possible. Achieving these
(%)
50
500 tonnes
45
1000 tonnes
40
2000 tonnes
low resistance and significantly reduced
35
5000 tonnes
operating costs.
30
10000 tonnes
25
20000 tonnes
parameters means very high efficiency with
With its increased size and many design
20
innovations the 112 metre WPC has set new
10
10
standards for catamaran sea-keeping.
5
The selection of a High Speed Craft
0
0
5
10
15
Vessel speed (m/s)
20
25
(c) Trimaran vessels, longest LWL for a given Displacement
with a required capacity of 1000 tonnes
deadweight now needs to focus back
onto efficiency and operating costs.
Figure 10, MSI (%, at LCG) in 3m significant wave height head seas.
Courtesy Professor Davis, (2007)
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19
Gerhard
Kirschey
Founder of CENTA
Antriebe Kirschey GmbH
INCAT AND CENTA
by Gerhard Kirschey
CENTA Antriebe Kirschey GmbH is a German company specialising
CENTA’s marine portfolio encompasses more than 20
in torsional flexible couplings and shafts for demanding applications.
coupling series for a range of vessels from small pleasure
The company name could be translated as “CENTA Transmissions
craft up to ocean going ships. Ten subsidiaries and about
Kirschey Ltd”, where Kirschey is the name of the family owners.
thirty agencies provide a global sales and service network
Gerhard Kirschey - a graduate mechanical engineer (German title:
comprising 400 employees, with a consolidated sales volume
Diplom Ingenieur) founded the company in 1970, 38 years ago.
of around 80 million Euros (120 million USD).
Today the company is mainly run by two sons Harald and Bernd, but
Gerhard is still active in his hobby: to design and develop advanced
couplings and shafts.
20
In certain market niches, CENTA is the market leader - e.g.
couplings for small boats and carbon fibre shafts. In other
areas CENTA is number two - e.g. flexible couplings for ship
Today, CENTA is a world leading, medium sized manufacturer of flexible
propulsion (torques up to 650kNm), couplings for diesel driven
couplings and shafts for the marine and a range of other industries.
construction equipment, and couplings for wind turbines.
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Issue 34
CENTA works in close cooperation with all ship classification societies and holds several quality system certificates
in addition to around 60 type approvals for ship propulsion and auxiliary couplings.
Several dynamic test benches (torques up to 750kNm) allow CENTA to measure all relevant data for couplings,
such as dynamic torsional stiffness, damping factor, allowable energy loss, reacting forces under misalignment
etc. Furthermore, all kinds of fatigue tests can be run
and reliable data for the rating of the couplings can be
established under normal and high ambient operating
temperatures. Speeds up to 10,000 rpm can be run with
small couplings to test their resistance to centrifugal forces
at high rotational speeds. In other words, CENTA is fully
equipped with several different test benches to allow new
designs or applications to be rapidly assessed.
CENTA’s workshop at the headquarters in Haan (near
Dusseldorf/Cologne) is fully equipped with modern CNC
machine tools for turning, milling, broaching and balancing.
In addition, CENTA Transmissions Ltd in the UK also has a
modern production facility, while CENTA Corporation in the
USA and CENTA MP in Shanghai have commenced their
own machining operations.
Layout of carbon fibre shaft for Incat hull 064
CARBON FIBRE SHAFTS
CENTA Headquarters
CENTA’s Carbon Fibre Shaft History
In 1996 CENTA began to build up expertise in carbon fibre shaft technology. In close cooperation with the Technical
University of Darmstadt and various classification societies, the basics in theory and practical testing were established.
Numerous bench tests confirmed the theoretical calculations. Shafts of 6m length and torques up to 200kNm were tested
and the limits evaluated.
In the beginning each shaft had to be tested at full scale at 1.3 times rated torque. There is now so much confidence in the
calculations that (normally) practical tests are not required. The shafts are specified with safety factors of five to six times
rated torque. CENTA has delivered more than 600 Carbon Fibre shafts for ship propulsion in the last 10 years which are all
performing reliably. The largest shaft is transmitting 23MW from a gas turbine to the waterjet of a luxury yacht.
Incat
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Issue 34
21
Finite Element Analysis
How is a Carbon Fibre Shaft specified?
We know from the technical data the required torque and shaft speed for the transmission.
Based on our knowledge, we pre-select a tube with a certain inner diameter. This
diameter is – wherever possible – based on an existing mandrel. Then we calculate the
wall thickness, the number of layers, the grade of fibre and the orientation (angle) of the
fibres. The torque capacity and the torsional and lateral stiffness can be influenced by
the winding angle. For example, winding angles of 45 degree provide the highest torque
rating. Small winding angles, of about 10 degree, almost parallel to the axis of the tube,
provide lower torque, but higher lateral stiffness, and hence higher critical speed and
respectively longer spans without intermediate bearings.
In practice we build up the tube mostly with a combination of different winding angles
in order to get the highest rating for the given conditions, with the lowest content of the
expensive fibres.
The connection between the Carbon Fibre tubes and the steel fittings is one of the key
points. At first we glue the parts together in order to fix them to one another. Then we
drill and ream one or two rows of precise tapered bores. Tapered pins of high grade
steel are then pressed in and secured by glue and inner nuts, and bonded Carbon Fibre
ribbon over the pins on the outside of the tube. This design is proprietary and patented
to CENTA. The transmission of the torque between the tube and the metal fitting is
safely provided by the pins alone, the glue just gives an additional safety margin, but the
connection does not rely on it.
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Issue 34
System Engineering
and a pin and bush coupling that adjusts axially and that has in many
The earlier that CENTA is included in a project, the better recommendations
bush couplings are maintenance free. Quite often combinations of
for the layout of the shaft line can be given. This does not simply mean to
CENTALINK, CENTADISC and CENTA bush are used in order to
replace a steel shaft with a carbon fibre shaft, but rather to make best use of
provide the optimum solution for each customised application.
cases replaced the gear coupling at the water jet shaft. These CENTA
the advantages offered by Carbon Fibre. We calculate the whole system from
the diesel engine flywheel to the water jet or propeller input shaft. We check all
Finally CENTA also has the right torsional soft coupling (called
details such as whirling speed, bearing load, circumferential speed of bulkhead
CENTAX) to dampen the torsional vibrations of the diesel engine and
seals etc. If the customer wants, we deliver the whole shaft line, including
to torsionally tune the whole shaft line.
bearings, seals, measuring equipment, monitoring equipment, flanges, adaptors
A team of experienced engineers at CENTA conducts all necessary
etc. The only major component of the shaft line we do not supply is the gearbox;
torsional vibration calculations, so we can really say: everything from
however we are always in close contact with the relevant gear manufacturers
diesel engine to waterjet, except gears
in order to match the connecting parts, and to agree about possible reacting
forces etc.
Advantages of Carbon Fibre Shafts
CENTA has always strongly recommended building in a flexible manner
In modern fast ferries, weight saving is paramount. The large
between the gear shaft, our tube and the waterjet input shafts. Such flexible
catamaran typically has four diesel engines, two in each narrow hull.
members avoid dangerous reacting forces in the tube, but more importantly
The engines are staggered fore and aft; the power of the forward
in the shaft and bearings of all connected equipments: diesel engines, gears
engine must pass the aft engine by a long shaft.
and propulsors.
With Carbon Fibre shafts typically about 70% of the weight can be
saved compared to solid steel shafts. In addition, carbon fibre shafts
can span much longer distances, hence many bearings and their
foundations can be saved. Fewer bearings means further weight
savings, plus: less cost, less assembly work, less noise, less
maintenance and less energy loss.
Incat and CENTA
CENTA has been in the Carbon Fibre business for more than a
decade, with the highest market share for fast ferries. We have of
course always viewed Incat as a very interesting potential customer,
and were very pleased to provide shafts for hulls 064 and 065.
Carbon Fibre production cell
Such dangerous reacting forces can result from misalignments, assembly errors,
thermal expansion, flexing of the hull, of bearing or engine foundation, flexible
mounts and so on. Practice has proven this philosophy! Therefore CENTA has
developed several kinds of flexible couplings that provide substantial axial and
angular flexibility with very low (hence much safer) reacting forces.
The most forgiving coupling is the unique, patented CENTALINK, with links.
Integrated into the links are pre-compressed, bonded rubber bushes and
A recent visit to CENTA by Incat Chairman Robert Clifford provided
us with the opportunity to not only discuss the 112m Japanese
project but also to become more familiar with each other. Natchan
Rera has been in service since September 2007 and our equipment
is performing well.
Shafts for hull 065 have been delivered timely and we are happy to
have received further orders for hulls 066 and 067.
bearings that allow all required movements. Furthermore the rubber dampens
CENTA congratulates Incat and is very proud to contribute to their
structure borne noise, vibrations and insulates electrically. CENTA has also
success. We trust we will enjoy an ongoing, long lasting fruitful
developed flexible couplings, based on steel membranes, called CENTADISC
relationship.
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Issue 34
23
BALEARIC ISLANDS
An excellent climate with some 300 days of sun per year,
wonderful beaches, a rich culture and the hospitality of their
inhabitants make the Balearic Islands one of the preferred
holiday destinations in Spain for locals and tourists alike.
This wonderful group of islands is divided into Gimnesias
(Mallorca, Menorca and Cabrera) in the North, and Pitiusas (Ibiza
and Formentera) in the South-West.
Each of the islands has a strong personality all of its own, and has
much to offer. Sparkling sea, sandy beaches, endless sunshine and
lively nightlife are just the start. Look beyond this and a treasure
trove of atmospheric fishing villages, fragrant orange orchards,
magnificent bush walks and prehistoric sites is revealed.
The cuisine of the Balearic Islands is of Mediterranean tradition
and has gained a great reputation throughout Spain. It is
extremely varied - more than 600 different recipes are considered
typically “Balearic”. The internationally best known recipe is
mayonnaise - although there are few who know it originally came
from Menorca. In Spanish language it is called Salsa Mahónesa.
Wine is produced only in Mallorca, as well as several liqueurs. A
speciality of Ibiza is its herb-flavored liqueur - not a bad way to
finish an opulent meal.
P h o t o g r aph s c o ur t e sy o f Ba lea ria
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A Mediterranean Paradise
Where Nature and Nightlife Meet
Untouched and Windswept
Ibiza is stunningly beautiful with a rugged coastline indented with coves and fine sandy beaches.
The windswept island of Menorca was declared a Biosphere Reserve by UNESCO in 1993
Ferries to Ibiza leave from all major Spanish ports. The nightlife on the island needs no introduction
and is full of prehistoric relics and monuments dating from three main periods: the Pre-
being home to some of Spain’s largest and most famous discos, offering an unrivalled summer
Talayotic Period (cave era), the Talayotic Period (Bronze Age), and the Post-Talayotic
club scene.
Period (Iron Age). Menorca and its capital Mahon, is still relatively untouched by tourism
The old walled town of Ibiza city - D’Alt Vila is a ‘must see’ - and a visit to the funky shops in Sa
and there are many kilometres of unspoiled beaches to enjoy.
Penya should be embarked upon with a full purse. The beaches at Las Salinas and Es Caballet are
The village of Villacarlos has architecture which is evidently of British influence.
two of the most popular on the island.
There you will find exceptional bays, such as Cala Llonga and Cala de Sant Esteve,
Close to the beautiful City of Ibiza, there are several excellent beaches. In front of Playa d’en
Bossa, located in the South, is a small group of islands, Islas Malvinas. San Juan has some great
and the nature park Albufera des Grau with its lake: 150 different species of birds are
registered there.
beaches such as Cala de Sant Vicent and Cala Portinaitx. Cala Xarraca is especially interesting
Torret, with its simple white houses, represents the typical architecture of this
for a quite unique historical site: the cave Cueva des Cuieram, with a Carthaginean temple in
island. Close to San Clemente there is Calas Covas with its original “hippies”
its interior.
- colony: people are living in caves, transistor radios being their only contact with the rest
San Antonio Abad, also called Sant Antoni de Portnani, is a well known tourist centre with
of the world.
outstanding (but quite crowded) beaches, among them Cala Gració, Cala Blanch, or the beautiful
Mercadal, located at the foot of the island’s highest mountain, Monte Toro (357 m),
beach located near the small island Isla Margalida (Ses Margalides), with its rollicking night life.
boasts exceptional views, has an interesting Ionic-Byzanthinian church with wonderful
In the island’s South, some beaches that are less known, and consequently less crowded, are just
wall-paintings. In the surrounding area there are prehistoric findings, and of course more
waiting to be discovered. In this part of the island there is also the cave of Ses Fontelles with
great beaches.
prehistoric wall-paintings.
To the north there is the splendid beach of Arenal d’en Castell, the romantic fishing port
Fornells, and the cave Cueva Na Pulida with its stalagmites and stalactites.
Ciutadella is located at the island’s eastern extreme. Again, there are wonderful bays
around: Cala en Blanes, Cala en Forcat , Cala en Brut, Cala Santandria and Cala Blanca.
Medieval Towns and Romantic Fishing Ports
The island of Mallorca is probably the most popular of the Balearic Islands, attracting
many visitors since the 1950s. Tourism at Mallorca started to develop in the
1920s - until the Spanish Civil War it was mainly intellectuals and artists who were attracted
by this island.
The capital, Palma de Mallorca is home to more than 300,000 people and boasts
an attractive old quarter, Gothic churches and stylish bars. The city and its beautiful
bay, Bahía de Palma is ideal for an excursion by bicycle where you will see many
outstanding beaches.
The north and east of the island are the least developed. The northwest coast is
spectacularly beautiful - dominated by the Serra de Tramuntana Mountains and boasting
cool pine forests, charming villages and attractive olive groves. The region is also ideal for
trekking. Tourists can visit the picturesque village Calvía, located in typical Mediterranean
landscape, with its Romanesque-Gothic church Iglesia Parroquial and the 18th century
C on tri bu tion to this article - ht t p : / / w w w. R ed 2000. c o m
castle Castillo de Bemdinat.
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Mar is a most beautiful bay with a small island at its centre, and Puerto de Andraitx is a natural
port surrounded by pine woods. Andraitx itself has a fantastic view over the coast, as well as some
interesting monuments: Major attractions are its 16th Century fortress and the ruins of the Sa Trapa
Monastery nearby. It is also the starting point for excursions to the beautiful island Isla Dragonera.
Soller, with its manorial houses, is another must see with its tramway and a romantic fishing port.
Monuments to visit are the neo-gothical church Parroquia de San Bartolomé, the museum Museo de
Soller and the Convent of San Francisco. Narrow mountain roads through marvelous landscapes lead
to Sa Calobra with the monastery of Lluc, located at one of the highest peaks of Mallorca.
Then there is the medieval town Alcudia. Take a walk through its narrow lanes flanked by house
palaces of 16th and 17th Century and see its church, Iglesia Parroquial, its town-gate, Puerta de la
Ciudad, and its Roman Theater. Inca is worth a visit with its wine cellars with huge barrels called botes
congranyades. The nearby mountain Puig de Santa Magdalena offers a panoramic view.
BALEARIC ISLANDS
On the road to Andraitx there are romantic fishing villages and outstanding landscapes. Camp de
Barcelona
At the town of Manacor, the Archaeological Museum, with an important collection of prehistoric and
paleochristian objects, is well worth a visit. Porto Cristo boasts major attractions such as the beautiful
natural caves Cuevas de Drach, with a subterranean lake, the Acuario showing the submarine fauna
of Balearic Islands, and Exotic-Park with a wide variety of cactus and exotic birds. The picturesque
fishing village Cala Ratjada with its 13th Century castle Castillo de Capdepera has been converted into
a residential area. You can visit the Jardines de Casa March, a very important private collection of
modern art, the giant 12th Century tower Torre de Canyamel, and the beautiful Cala Mesquida.
Walking, Cycling and more Beaches
Valencia
Denia
Formentera is the smallest of the main islands and also the least developed. The only way to access
Formentera is by ferry from Ibiza. Wild rosemary grows in abundance and the island boasts idyllic
sandy beaches and fine walking and cycling trails. The sea is visible from practically any point of the
island, and there are numerous great beaches and lonely bays, some of them with incredible grottos.
located in the midst of large pine woods which end at the beach of Es Pujols in the North and at the
beach of Mitjorn in the South. The road to La Mola, located at the very South-East of the island, leads
193 metres above sea level. From the view-point El Mirador you can enjoy an outstanding panorama.
Formentera’s western part offers untouched nature. Perhaps the most beautiful beach is Cala Saona.
With springtime temperatures most of the year, its rich vegetation of pines as well as palms, and quiet
and relaxed ambience, Formentera is a true paradise.
Nature Reserve
When visiting Cabrera, which is located close to the Mallorcas southern coast, and its lonely beaches,
you will really feel like Robinson Crusoe. Cabrera was declared a nature reserve in 1991 and since
then access is controlled by the Spanish National Institute for the Conservation of Nature. Permission
is required to visit the island and access to some areas is forbidden.
Most beautiful is certainly Cabrera’s lonely coast where dolphins at play can be observed. In the bay
of Cala Gandulf is a beautiful cave, Cova Blava. In its interior you will experience unique reflections
of light. Apart from the beauties of nature, the pirate fortress of the 14th Century is certainly worth
a visit.
So whether it’s the legendary nightlife in Ibiza, the cool forests of Majorca, the fine
beaches of Formentera or the prehistoric sites in Menorca, the Balearic Islands offer a range of
unforgettable experiences.
26
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Ferry operator Baléaria acts as a bridge between the Baléaric Islands and also the mainland Spain.
Joining all four islands is a fleet that includes Incat high speed craft, ensuring high frequency,
choice and reliability.
A Mediterranean Paradise
Las Salinas, at the narrowest part of the island, offers landscapes of unique beauty. San Fernando is
Clutadella
Alcudia
Mahan
Palma
Ibiza
Formentera
Viking Maintenance and Contracting
are proud to be associated with INCAT
in supplying extra Human Resource needs
now and into the future.
For all your personnel requirements
Please phone Mick or Glenn
(03) 6228 4486
7 days a week
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joint
high speed
vessel
JHS V
update
By Mark Dewey, Revolution Design
Proven Design
chosen for
JHSV Phase 1
Army, it being a cooperative effort for a high-speed,
shallow draught vessel intended for rapid intra-theatre
transport of medium sized cargo payloads. The JHSV
will reach speeds of 35-45 knots and allow for the rapid
transit and deployment of conventional or Special Forces
as well as equipment and supplies.
Under the terms of the program the JHSV will offer a
high speed transportation capability to support the intratheater movement of personnel, supplies and equipment
An international consortium which includes Incat
for the Armed Services. It will be a US flagged, new
and Revolution Design has been successful in
construction ship, classed in accordance with American
gaining one of three contracts for the Phase 1
Bureau of Shipping (ABS) Guide for Building and Classing
Preliminary Design award made by the United
- High Speed Naval Craft (HSNC) standards, certified
States Department of Defence for the Joint High
by the United States Coast Guard (USCG) and designed
Speed Vesssel (JHSV) project.
and built to conform with Safety of Life at Sea (SOLAS)
Tasmanian-based Incat and Revolution Design
are now escalating the design work and
collaboration with the consortium of United
States shipbuilders towards providing the solution
for the US Department of Defense acquisition
program for JHSV.
body rules and regulations as applicable. The ship will
receive a Panama Canal/Universal Measurement System
(PC/UMS) Net Tonnage Certificate.
Acquisition Process
The US Navy plans to conduct the acquisition of the JHSV
The consortium, comprising Bollinger Shipyards,
as a two-phase procurement. Phase I is a contract for a
Incat, Revolution Design, Gladding Hearn and
preliminary design with the award of multiple firm-fixed
Kvichak Marine, combines the expertise of
price contracts with a period of performance not to
premier aluminium shipbuilders from the west,
exceed 180 days.
east and Gulf coasts of the US with the Australian
world leader in high speed craft design and
construction.
28
requirements and other commercial and regulatory
At the completion of Phase I, the Navy will down select
to a single contractor for Phase II, Detail Design and
Construction of the lead ship with options for up to
The JHSV program is a US Navy led acquisition
seven (7) follow-on ships. The planned date for award of
of a platform intended to support users in the
Phase II is 4th Quarter FY 2008. The first Ship delivery is
Department of the Navy and Department of the
planned for FY 2011.
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Issue 34
Proven Technology
Together with Incat and Bollinger, Revolution Design has offered as the
SeaFrame base for JHSV, the Revolution 112 metre design which has
recently been delivered in civilian guise to HigashiNihon Ferry in Japan,
the first of two such vessels for operation between Aomori and Hakodate.
This vessel, Natchan Rera, the first of a number of 112 metre vessels
on order or in negotiation with Incat, has revolutionised Tsugaru Strait
crossings for its Japanese operator and has attracted major interest from
world wide operators.
This vessel design, having already been built and proven in service,
provides the US Navy with a unique opportunity to observe the offered vessel in commercial operation. It is
expected that few other designs offered to the Navy will have actually been built and successfully and economically
operated. By the time a Phase 2 award is made both of the HigashiNihon vessels will be have been in operation for
some time and two other 112m vessels will be in production at Incat. These vessels will have accumulated many
thousands of operating hours, which no other design can claim.
Initially, both the Department of the Army and the Department of the Navy pursued separate programs to
meet their requirements for intra-theater connectors. However, a decision was made to combine efforts, as
collaboration between the Army and Navy would offer increased cost savings for both armed services. The JHSV
program combines the Army’s Theater Support Vessel (TSV) program with the Navy and Marine Corps High Speed
Connector (HSC).
Three prototype High Speed Vessels, HSV-X1 Joint Venture, TSV-1X Spearhead and HSV 2 Swift, have already been
used to support operations in the Global War on Terrorism and during Operation Iraqi Freedom. They have been
deployed to the Horn of Africa, Persian Gulf and Southeast Asia.
Swift has supported relief operations in Indonesia and in the Gulf Coast region following hurricane Katrina. In both
cases, Swift’s high speed and shallow draught combined to make it an ideal platform for the delivery of relief
supplies and support of other platforms operating in the area. During operations following Katrina, Swift was able
to access ports inaccessible to other ships in the logistics force, and therefore played a critical role in the early
delivery of supplies.
The 112m design takes lessons learnt from the U.S. experience and incorporates these to create a vessel with even
greater ability than the previously charted vessels.
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29
joint
high speed
vessel
JHS V
update
Proven Technology
HSV -2 Swift
HSV-XI Joint Venture
JHSV Specification
The ship will be designed for a maximum crew accommodation of 41 persons berthed in
staterooms, have permanent berths for 104 embarked troops, and have 312 airline style
seats for embarked forces. A dedicated interior Roll-on/Roll-off mission deck size of no
less than 1,858.06 m2 is required. The ship must be fully supportable within the current
commercial and DoD supply chains. She will be capable of transporting 544.31 metric
tonnes (MT) (threshold); 635.03 MT (objective) of personnel, supplies, and equipment 1200
nautical miles (NM) at an average speed of 35 knots in a significant wave height of 1.25
m (threshold/objective) without refuelling. The minimum transit range (without payload)
TSV-IX Spearhead
is 4700 NM (threshold); 5200 NM (objective) at an average transit speed of 25 knots in a
significant wave height of 1.25 m (threshold/objective) without refuelling.
The JHSV will be capable of transporting personnel, equipment and supplies over operational distances in support
of manoeuvre and sustainment operations. She will transport Army and Marine Corps company-sized units with their
vehicles, or reconfigure to become a troop transport for an infantry battalion.
A flight deck for helicopter operations is included as is a loading ramp for fast and efficient vehicle discharge.
The ramp will be suitable for the types of austere piers and quay walls common in developing countries. The JHSV will
also be shallow draught, 4.5 metre (under 15 feet) which will further enhance access by enabling the JHSV to operate
in shallow waters. This makes the JHSV an extremely flexible asset able to support a wide range of operations including
manoeuvre and sustainment, relief operations in small or damaged ports, flexible logistics support, or as the key enabler
for rapid transport.
30
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Issue 34
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31
&/(*/&&3*/("6453"-*"
Custom made solutions from
the primary stage of design to
site installation.
Colpro Engineering (Australia) Pty Ltd.
is a leading manufacturer of high performance
silencers, acoustic and exhaust systems and thermal exhaust
insulation blankets predominantly for the marine, mining and
transport industries. Colpro provides total custom made solutions from
the primary stage of design to the final stage of site installation
Colpro are proud to supply Exhaust and Acoustic System for INCAT Fast Ferries,
Royal Australian Navy, Anzac Frigates and Minehunters, Luxury Yachts and
Commmercial Shipping.
XXXDPMQSPDPNBV
#VOHBSFF3PBE1FOEMF)JMM/481IPOF
'BY
Colpro Engineering (Australia) Pty Ltd. is a leading manufacturer of high performance
silencers, acoustic and exhaust systems and thermal exhaust insulation blankets
predominantly for the marine, mining and transport industries. Colpro provides total
custom made solutions from the primary stage of design to the final stage of site
installation
Colpro are proud to supply Exhaust and Acoustic System for INCAT Fast Ferries, Royal
Australian Navy, Anzac Frigates and Minehunters, Luxury Yachts and Commmercial
Shipping.
32
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Issue 34
Where are they Now?
Justin Merrigan
Following fast on the heels of the earlier Cat-Link IV was a sister ship
for the Scandlines Cat-Link A/S service between Århus and Kalundborg.,
Cat-Link V.
On her delivery voyage from Tasmania to Europe in July 1998 Cat-Link
V became Incat’s third Blue Riband craft, achieving the fastest Atlantic
049
a ditched light aircraft mid Atlantic a record of 2 days, 20 hours and 9
minutes was still achieved at an average speed of 41.205 knots, a record
which remains unbeaten almost ten years on. In fact she broke two world
records on the passage, also becoming the first ship to travel 1018.5
nautical miles in 24 hours with an average speed of 41.284 knots.
Following the integration of Scandlines and Mols-Linien services in January
Cat-Link V
Hales Trophy and Blue Riband. Despite participating in the search for
The Hales Trophy
crossing by a passenger ship and claiming the historic and prestigious
049 still holds the record for The Hales Trophy
1999 the charter of Cat-Link V transferred to Mols-Linien and renamed
Mads Mols, the vessel switched to the Århus to Odden route.
and Hanstholm in Denmark. Before entering service with Master Ferries the
Coming off charter to Mols-Linien in July 2005 put the craft in a very
newly named Master Cat underwent a major refurbishment, not least of all the
fortunate position, there being no other equally capable ship available in
installation of a large new duty free shop in the aft cabin, allowing passengers to
the market for immediate delivery. The ferry was therefore in demand,
take full advantage of Duty Free opportunities between the two countries.
with no less that half a dozen operators inspecting her for service in 2006.
At the end of 2007, MasterFerries merged with Norwegian operator Fjord Line,
New European operator Master Ferries purchased the craft in March 2006
the MasterCat’s operations being marketed under the latter’s well known brand
for entry into service on their new route between Kristiansand in Norway
from 2008. And with a new company comes a new vessel name, Fjord Cat.
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SHIPS in Service
UPDATES SINCE LAST ISSUE
HULL
066
065
064
063
062
061
060
059
058
057
056
055
054
053
052
051
050
NF08
049
048
047
046
045
044
TYPE
112m WPC
112 m WPC
112 m WPC
17 m Liveaboard
98 m WPC
98 m WPC
98 m WPC
98 m WPC
98 m WPC
98 m WPC
96 m WPC
96 m WPC
Wing
96 m WPC
96 m WPC
96 m WPC
96 m WPC
80 m K50
91 m WPC
91 m WPC
91 m WPC
91 m WPC
86 m WPC
86 m WPC
TRADING NAME
Hull 066
Hull 065
Natchan Rera
Sixty Three
Milenium Tres
HSV 2 Swift
T&T Spirit
The Cat
Milenium Dos
Normandie Express
Milenium
Bentago Express
R & D Craft
Bencomo Express
Alboran
Bonanza Express
Incat 050
HD 1
Fjord Cat
Max Mols
Express
T&T Express
SpeedOne
Condor Vitesse
043
042
041
040
039
038
037
036
035
034
033
032
031
030
029
028
027
026
025
024
023
86 m
86 m
81 m
81 m
Solar
81 m
78 m
70 m
78 m
78 m
78 m
74 m
74 m
74 m
WPC
WPC
WPC
WPC
74
74
74
74
74
74
WPC
WPC
WPC
WPC
WPC
WPC
Tarifa Jet
Condor Express
Jaume III
Stena Lynx III
R & D Craft
Jaume II
Sun Flower
Juan Patricio
Thundercat 1
Elanora
Jaume I
Atlantic III
Mandarin
Condor 10
R & D Craft
Al Huda 1
Pescara Jet
Snaefell
Speedrunner 1
Patricia Olivia
Emeraude France
m
m
m
m
m
m
WPC
K50
K55
WPC
WPC
WPC
WPC
WPC
WPC
OPERATOR
ROUTE/LOCATION
MGC Chartering
Under Construction
Higashi Nihon Ferry
Under Construction
Higashi Nihon Ferry
Hakodate - Aomori
17m Projects Pty Ltd
Hobart
Acciona Trasmediterránea S.A
Melilla – Malaga / Almeria
US Navy
Global
Bay Ferries/Port Authority of Trinidad & Tobago
Port of Spain - Scarborough
Bay Ferries
Yarmouth – Bar Harbor/Portland
Acciona Trasmediterránea S.A
Barcelona – Palma de Mallorca - Ibiza
Brittany Ferries
Cherbourg / Caen - Portsmouth
Acciona Trasmediterránea S.A
Valencia – Ibiza – Palma de Mallorca/Barcelona
Fred. Olsen, S.A.
Santa Cruz de Tenerife - Agaete (Gran Canaria)
Refit @ Hobart
Fred. Olsen, S.A.
Santa Cruz de Tenerife - Agaete (Gran Canaria)
Acciona Trasmediterránea S.A
Algeciras - Ceuta
Fred. Olsen, S.A.
Los Cristianos de Tenerife - San Sebastian - El Hierro
HSV 050 Residuals Pty Ltd
Hobart
HD Ferries
Channel Islands - Saint Malo
Fjord Line
Kristiansand - Hanstholm
Mols Linien Aps
Aarhus - Odden
P&O Ferries
Larne – Cairnryan / Troon
Bay Ferries/Port Authority of Trinidad & Tobago
Port of Spain - Scarborough
SpeedFerries
Dover - Boulogne
Brittany Ferries
Poole - Cherbourg
Condor Ferries Ltd
Weymouth / Poole - Channel Islands - St Malo
Ferrys Rapidos del Sur
Tarifa - Tanger
Condor Ferries Ltd
Weymouth / Poole - Channel Islands - St Malo
Baleària
Barcelona - Palma
Stena Line
Fishguard - Rosslare
Baleària
Dae A Gosok, Korea
Buquebus Aliscafos
Ferrys Rapidos del Sur
Maritime Company for Navigation
Baleària
Ferrylineas S.A.
Dae A Gosok, Korea
Condor Ferries Ltd
Fortune Maritime
SNAV
Isle of Man Steam Packet Company
Aegean SpeedLines
Buquebus Espana S.A.
Maritime Charter Sales Ltd
Barcelona - Palma
Pohang - Ulung Island
Buenos Aires – Colonia - Montevideo
Tarifa -Tanger
Hurghada - Duba
Algerciras - Tanger
Buenos Aires - Colonia - Montevideo
Mokpo to JeJu (Cheju Do) Island
Guernsey / Jersey - St Malo
Red Sea
Pescara - Split
Douglas – Dublin / Belfast
Piraeus - Serifos, Sifnos, Milos & Folegandros
Algeciras – Ceuta
Tilbury
The above information included Incat vehicle/passenger ferries only and is correct to the best of the editor’s knowledge.
Please let us know of changes so that we can keep our readers up to date.
EARLIER VESSELS
34
HULL
ORIGINAL NAME
HULL
ORIGINAL NAME
HULL
ORIGINAL NAME
001
002
003
004
005
006
007
008
Jeremiah Ryan
James Kelly
A.K Ward
Fitzroy
Tangalooma
Amaroo II
Green Islander
Quicksilver
009
010
011
012
013
014
015
016
Spirit of Roylen
Trojan
Keppel Cat I
Thunderbird (Bull’s Marine)
Little Devil
Pybus Rutherglen punt
Margaret Rintoul IV
Spirit of Victoria
017
018
019
020
021
022
Tassie Devil 2001
Starship Genesis
2000
Our Lady Patricia
Our Lady Pamela
Sea Flight
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